Motor-controlling apparatus.



n. L. LINDQUIST & 0 c. LARSON. Y MOTOR CONTROLLING APPARATUS.

APPLICATION FILED JULY 1. 19!:4-

1 253,063 Patented Jan. 8, 1918.

5 SHEETS-SHEET 1'.

.4945 ,5 (a ,c A. 042 4 WITNESSES: INVENTOR D. LINDQUIST & D. C. LARSON.MOTOR CONTROLLING APPARATUS. APPLICATION men JULY I, m4.

1 253,063 Patented Jan. 8,- 1918 5 SHEETS-SHEET 2- D L. LINDQUIST & D.C. LARSON. MOTOR CONTROLLING APPARATUS.

APPLICATION FILED JULY 7, 1914.

Patented Jan. 8, 1 918.

5 SHEETS-SHEET 3.

WITNESSES:

fl ITOR/VEY D. L. Lmn'oulsm n. c. LARSON.

MOTOR comnoume APPARATUS.

APPLICATION FILED JULY 1, 1914- 1,253,063. Patented Jan. 8,1918.

5 SHEETSSHEET 4.

WITNESSES: L 771m Pas/770 l/Vl/ENTOR D. L. LINDQUIST & D. C. LARSON.

MOTOR CONTROLLING APPARATUS.

' APPLICATION FILED JULY 1; 1914- 1,253,063. Patented Jan. 8, 1918.

5 SHEETS-SHEET 5- WITNESSES:

UNITED STATES PATENT OFFICE-.1

DAVID L. LINDQUIST AND DAVID C. DARSON, OF YONKERS, NEW YORK, ASSIGNORSTO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OFNEW JERSEY.

MOTOR-CONTROLLING- .APPARATUS. 6

Specification of Letters Patent.

Application filed July 7, 1914. Serial No. 849,447.

To all whom it may concern:

Be it known that we, DAVID L. Lrnnoursr, a subject of the King ofSweden, and DAVID C. LARSON, a citizen of the United States, bothresiding in Yonkers, in the county of Westchester and State of New York,have invented a new and usefullmprovement in Motor-ControllingApparatus, of which the following is a specification.

Our invention relates to motor controlling apparatus, and one of itsobjects is the provision of improved, simple and eflicient means formechanically operating circuits and connections of such apparatus, thesame being an improvement'over apparatus for a similar characterdisclosed in our Patent, No. 967 ,398, granted August 16, 1910.

Although our invention is particularly adapted to hand rope controlalternating current elevators, it may have a general application.

Other objects of the invention will appear hereinafter, the novelcombinations of elements being set forth in the appended claims.

In the accompanying drawings, Figure 1 illustrates a frontelevational'view of a unitary construction formechanically operating thereversing switches and accelerating switches of an alternating currentor direct current motor; Fig. 2 is a side view of Fig. 1, with certainparts thereof in section; Fig. 3 is a side view of Fig. 1 takeno-n theline a-a and looking in the direction of the arrows b-b; Fig. 4 is aside view of Fig. 1,

taken on the line a0, looking in the direction of the arrows dd, andtogether with a typical hand rope controlled elevator; Figs. 5, 5, 5 5,6, 6 6*, 6, 7, 7, 7", 7, and 8, 8*, 8, 8, represent in detail thevarious positions of the separate switches during the operation of themechanical controller; Fig. 9

represents diagrammatically a hand rope controlled elevator operating byan alternating current motor with our invention applied thereto.

In Fig. 9 a car C is connected by hoisting cables 1 to hoistingapparatus P, which may be connected in the usual manner to an electricmotor M, wh1ch 1n th1s' instance is designedto be operated byalternating eurrent. Brake mechanism B may be of any well known type. Acounterweight 'VV- is connected by cables 2 to the drum of the hoistingapparatus P. Direction sheaves on the overhead fixed beams 3'receive thehoisting and counterweight cables. Extending through the car C is a handrope a which is connected between the sheave 5 mounted on the fixed beam3, and a shipper sheave 6. A gear wheel 7 is mounted for rotation by theshipper sheave, and is connected by a gear rack 8 to a gear wheel 9associated with the mechanical controller designated by the referenceletter A, which will now be described in detail. 1 y

The usual standard or framework 9' is secured to any suitable base, suchas 10, and connected rigidly to this framework isan insulating support11, preferably of slate. The

gear wheel -7 is keyed or may be otherwise suitably secured to a shaft12, and is journaled in fixed bearings 13, 13, formed integrally with abracket 1A, which is fastened to the framework 9. Formed integrally withthe bracket 14, are a'number of laterally projecting arms 15, whichsupport a transverse bearing rod 16. The bearing rod 16 is adaptedpivotally to-support the switch levers 17, 18,19, 20, 21, 22, 23, 24,also a member 25, and a three arm bell-crank lever 26. Carried on theshaft 12 are two cam sleeves 27 and 28, the sleeve 27 being fixed to andmade rotatable with the said shaft by means of a set screw 12,-and thesleeve 28 being loosely mounted thereon. The sleeve 27 carriesthereversing switch cams 29 and 30, the said switch being designated by.the reference letters D,E. This sleeve carries also cams 31, 32 and 33,for controlling,,respectively, a dashpot 34:, an auxiliary switch F anda switch G. Switch F is adapted to control the operation of a main lineelectromagnetic switch H, and switch G serves to directly connect one ofthe stator terminals of the motor M with one of the mains of analternating current supply. V

, The sleeve 28 carries cams35, 35 35 and 35, which are arrangedandconstructed so as to effect the operation of the accel cratingswitchesl, J, K and L, successively in the order named, to. gradually.cut out the starting resistance R of an electricmotor as Patented Jan.8, 1918. I

of the bellcrank 26. The arm 26 of the bellcrank lever carries at itsupper end a roller 38 which coacts with the dashpot cam 31, and the arm26 is pivoted at 39 to a weight 40, which in turn is pivoted at 11 tothe dashpot piston 42. Normally the piston 42 is at or near the top ofthe dashpotcylinder, which is open at its lower end to permit freemovement of the weight. Th upper end of the dashpot cylinder is providedwith means for permitting free egress of the air from above the pistonwhen the latter is moved upwardly, and with automatic means forretarding the movement of the same when moving downwardly, thearrangement being substantially the same as shown 1n our patentheretofore referred to. The dashpot cylinder is connected to theframework 9, by

means of a bracket 43.

The Various electric switches will now be described, and as will benoted the reversing switches D, E and the accelerating switches I, J, K,L are all of similar construction. The lower ends of the switch leversengage springs 44, mounted in cups 4.5, which form an integral. part ofthe bracket 15. These springs normally urge the switch levers tocircuit-closing position, but are prevented from doing so by the rollers16 mounted thereon engaging the respective cams. The upper ends of thelovers are bifurcated, and carry pins 47,which pivotally support members458, to' which contacts 49, 50,- are secured, and insulated therefrom inthe usual manner. The contacts 49 'and 50 are adapted to engage contacts51,

springs normally urge the switch levers to circuit closing position, butare prevented from doing so by the roller 46 mounted thereon engagingthe cams 32, 83, respectively. The upper end of the switch levers F andG carry contacts 53, 54, respectively, adapted to engage contacts 55,56, respectively, which are mounted'on'the slate 11. Are deflectors 79are provided on the reversing switches aS indicated, and additionaldeflectors are provided as indicated, the latter deflectors beingsuitably secured to the slate. g

The electromagnetic mainline switch H is of the usual construction,andcompri'ses a magnet winding, '57, which is suitably secured to theslate 11 by means of a bracket such as 58 and bolts 59. A magnetarmature 60 is constructed in the usual manner with laminated poles 61,the armature being pivoted at 62 to the bracket 58, and being adjustedby means of adjusting nuts 63. The armature carries at its upper end,contacts 641,655, which are adapted to engage contacts 66, 67,respectively, fixed to the slate 11. The switch H is normally open andadapted to be operated to circuit closing position when the magnetwinding 57 receives current, the circuit for the said winding beingcontrolled by the switch F. Likewise the other switches are all normallyopen, and the operation thereof will now be described.

IVhen the hand rope l is actuated so as to rotate'the shipper sheave 6,motion will be transmitted to the gear wheel 7, which will effect therotation of the shaft 12 together with the cam sleeve 27 carrying thecams 83, 32, 29, 31 and 30. If it is assumed that the shaft 12 isrotated in counterclockwise direction as viewed from the left in Fig. 1,then the said cams will be moved to the position indicated in Figs. 6,6, 6", thus permitting the switch Gr andthe reversing switch E to close.Referring now to Fig. 9, a source of three phase alternating currentsupply is designated by the reference numerals I, II, III, and Odesignates a three-pole switch, and it will be seen that the switch Gconnects the main II with one of the stator terminals, but the reversingswitch E simply closes the circuit 'for the other two stator terminalsfi'om the main line switch H, which as yet is open,

as are likewise all the accelerating switches.

Further rotation-of the shaft 12 moves the said cams into the positionindicated in Figs. 7, 7, 7", thus the cam permits the switch F to beclosed, thereby closing the circuit; for the winding 57 of the mainlineswitch I-I, said circuit being as follows: conductor (38, through thewinding 57, conductor 69, switch F, conductor 70, to main II. The mainline switch II will now close, and thus connect the motor M with thesource of supply, the respective circuits for the stator of the motorbeing as follows: from the main I, contacts 66 and 6 1 of the switch II,conductor 71, contacts 49, 51 of switch E, conductors 72, 73, to thestator of the motor. Main II is connected from the switch O to switch Gby conductor 71-, and from the switch G directly to another statorterminal by conductor 75, and main III, t'rom con tacts 67, 65,conductor 76, contacts 52, 50 of the switch E, and conductors 77, 78 toanother stator terminal. By reversing the connection of the mains I andIII of the motorterminal's, the motor may be reversed.

This can be accomplished by rotating the 27 is operated in reversedirections by the shaft l'2 to effect the reversal of themotor, theaccelerating cam sleeve 28 has only one and the same direction ofrotation for effecting the cutting out of the starting resistance,irrespective of the direction of rotation of the cam sleeve 27 Upon theclosing of the switches E and II, it will be seen the motor will receivecurrent so that it may start, the brake apparatus being released whenthe switch H is closed. The speed of the motor is limited by thestarting resistance, which is connected to the rotor or secondary of themotor, through the slip rings S. The sections of the starting resistanceare connected to the accelerating switches I, J K and L, which arerespectively controlled-by the cams 35, 35 35", and 35. These camsnormally hold the accelerating switches in open position. and are soshaped that when the sleeve 28 is rotated they will successively releasethe said switches to permit the springs 44 to auto matically actuate thesaid switches to circuit closing position.

In Figs. 8, 8 8 and 8, the position of the various cams are illustratedwhen the shipper sheave has been moved to a position corresponding tothe limit of its intended travel where the roller 38 of the bell crank26 moves into one of the two recesses 31' on the dashpot cam 31. Thedash pot lever 26 will thereupon be released sufficiently to permit theweight 40 to actuate the said bell crank 26 to transmit rotary motion tothe cam sleeve 28. This motion is regulated by the dashpot 34, butcannot be varied by changing the speed of rotation of the shipper sheave6. In Fig. 8 the cam 35 is shown in a position to which it has beenbrought by movement of the cam 31 by the action of the weight 40 and itsconnection to the cam sleeve 28 to free the bell crank lever 26, thuspermitting the switch I to close and cut out a section of the startingresistance R. In this manner the sleeve 28 is rotated to effect thecutting out of the remaining steps of starting resistance by theswitches J, K and L, due to the release of the same by their associatedcams 35 35 and 35. Obviously the number of steps may be varied asdesired, the important advantage being that the switches are operated toclosed position without the use of electromagnets and the speed of thesuccessive operation of the last three switches is entirely independentof the operator in the car. Thus it will be seen that the accelerationmay be adjusted beforehand, so that danger of the starting resistancebeing cut out too rapidly may be avoided.

It should be noted that the motor may be operated at slow speed, simplyby actuating the hand rope a suflicient distance to move the sleeve 27to a position as shown in Fig. 7 and stopped in this position, thuseffecting the operation of the switches G, E, F and r H, and therebyconnecting the motor with the source of current supply. If the hand ropeis operated continuously and slowly, the motor will receive current anappreciable space of time before the operation of the acceleratingswitches is permitted.

When the hand rope is moved in the reverse direction to restore theswitch apparatus to normal or initial position, positive actuation istransmitted through the cam 31 and the bell crank lever 26 to theaccelerating cam sleeve 28. The starting resistance is thereforereinserted, step by step, at a rate depending upon the speed with whichthe hand rope is moved. The lever 26 may be moved in this mannerpositively to its initial position without being retarded by the dashpot, as the resistance is almost entirely removed at the check valvepast which the air is now permitted to flow freely. The startingresistance being again reinserted the motor' will operate at slow speed,while the cams assume the position shown in Figs. 7,

. 7 7", 7 and further rotation of the shaft 12 causes the cam 32 to openthe switch F, thereby effecting the opening of the main line switch H tocut off the current supply to to the motor and brake. A further rotationof the shaft 12, brings all the cams on the shaft 27 back to theirnormal position and effects the opening of the reversing switch E andswitch G. In order to prevent a too sudden operation of the sleeve 27,which might result in spinning of the same, a braking device isprovided, which device is designated by the reference letter O. Thisdevice comprises a solid metallic annular member 81 carried by thesleeve 27 The member 81 is provided with a recess 82, which is normallyengaged by a head portion such as 83 formed on the member 84. The member84 is pivotally supported on the rod 16, and at the lower end thereof isan adjustable spring 85 which urges the head 83 into the recess 82. Thusthe action of the solid metallic member 81 together with the coactingspring pressed member 84, serves to effectually prevent a too suddenoperation of the sleeve 27.

Stop motion mechanism may be used when desired to stop the motor whenthe car reaches the limits of travel, which mechanism may besubstantially the same as shown in our patent heretofore referred to,and not being shown herein, since it forms no particular part of thepresent invention.

Obviously various changes in the details and arrangement of parts may bemade by those. skilled in the art without departing from the spirit andscope of our invention, and we desire therefore not to be limited to theprecise construction herein disclosed.

We claim:

1. The combination with an electric motor,

. switch mechanism for controlling the electric said shaft, 'QtIlIlS foroperating the said switches, said cams being carried by said sleevesleeve and arranged in the same plane on the leeve, acceleratingswitches, an additional sleeve mo'unted loosely on the said shafhwamscarried by the said additional for operating the accelerating switches,said cams being arranged "in the same plane on the said sleeve, anadditional cam carried by the first named sleeve, a connection betweenthe last named sleeve and additional. cam, and means for automaticallyrotating the said loosely mounted sleeve with a retarded movement uponthe release of the said connection by the said additional cam.

2. The combination with an electric motor, switches for controlling thestarting, stopping and reversal of the motor, a shaft, a sleeveconnected to the said shaft, camsarranged in the same plane on one sideof the said sleeve for operating the said switches, a connection foractuating the said shaft, accelerating switches, an automaticallyoperated sleeve mounted loosely on the said'shaft and, "arrvin camsarran ed 1n the same plane on one side of the sleeve for operating thesaid accelerating switches, a connection between the said sleeves forpreventing retation of the said loosely mounted sleeve until after thefirst named cams are operated to a predetermined position, and means foractuating the second named sleeve with a retarded movement to effecttheoperatlon of thesecond named cams to control said acceleratingswitches.

3. In"'motor controlling apparatus, the combination with an alternatingcurrent inotor, a source of alternating current supply, anelectromagnetic main line switch, a

switch for directly connecting one of the mains withthe electric motor,an auxiliary switch for controlling the operation of the main lineswitch, reversing switch 1nechanism,'and manually controlled cam mechanism arranged to effect the operation of the said switchesinpredcterinined order substantially as described.

a. In motor controlling apparatus, the combination with an alternatingcurrent motor, a source of alternating currentsupply, an electromagneticmain line switch, a switch for directly connectingone'of the mains withthe motor, an auxiliary switch for controlling the main line switch,reversing switch mechanism, a rock shaft, and

cams connected with the said shaft and arranged 1n the same plane on onesidethereof,

"for effecting the operation of the said switches in a predeterminedorder substant ially as described.

In motor controlling apparatus, the

combination with an alternating current m0- tor, a source ofalternatingcurrent supply,

an electro-mag-netic main line switch, a switch for directly connectingone of the mains with the. said motor, air-auxiliary switch forcontrolling the main line switch, reversing switch mechanism, a rockshaft, manually controlled cams connected with the said shaftforeifecting the operation of the said switches, one or moreaccelerating switches, automatically operated mechanism for operatingthe said switches, and mean for preventing the'operation of the acceler-Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents.

- Washington, D. C.

